Hydraulic system for storing and delivering oil



W. J. PETER April 23, 1929.

HYDRAULIC SYSTEM FOR STORING AND DELIVERING OIL Filed Jan. 1927 6 Sheets-Sheet l jwllll" aw x wmv ATTORNEYJ W. J. PETER April 23, 1929.

HYDRAULIC SYSTEM FOR STORING AND DELIVERING OIL Filed Jan. 1927 6 Sheets-Sheet 2 vQ% JQHI I I I IH "I l u v INVENTOR .44 ATTORNEY April 23, 1929. w. J PETER 1,710,006

HYDRAULIC SYSTEM FOR STORING AND DELIVERING OIL Filed Jan. 1927 6 Sheets-Shee 3 INVENTOR A ATTORNEY:

W. J. PETER April 23, 1929.

HYDRAULIC SYSTEM FOR STORING AND DELIVERING OIL Filed Jan. 1927 6 Sheets-Sheet 4 April 23, 1929. W. J. PETER 7 1,710,006

HYDRAULIC SYS'III FOR STORING AND bBLIVBRI NG OIL Filed Jan. 6, 1927 s Sheets-Sheet 5 INVENTOR a -v 1 ATTORNEYJ April 23, 1929. w, J PETER 1,710,006

HYDRAULIC SYSTEM FOR STORING AND DELIVERING OIL Filed Jan. 1927 6 Sheets-Sheet 6 lNVENT( )R J4 ATTORNEYS Patented Apr. 23, 1929.

UNITED STATES PATENT OFFICE.

WILLIAM QT. PETER, OF NEW YORK, N. Y., ASSIGNOR 0F OiN'E-THIRD TO ALBERT KAESTNER AND ONE-THIRD TO CHARLES F. BECKWITH, BOTH OF, NEW YORK, N. Y.

HYDRAULIC SYSTEM FOR STORING AND DELIVERING OIL.

Application filed January 6, 1927. Serial No. 159,291.

This invention relates to hydraulic oil storage and delivery systems and more particularly to such systems adapted to marine use.

In hydraulic oil delivery systems the storage tank is always filled with liquid, oil and water, the oil overlying the water. In delivering the oil is forced out through a pipe in the top of the tank by forcing water in at the bottom. 1n filling the tank with oil the pressure is reversed, the oil being forced in at the top of the tank and the water out through the bottom and to waste. In my system I have provided means for automatically shutting off the discharge of oil when the water rises to a predetermined high level, thus making it impossible for water to follow the oil into the oil discharge conduit, and other means for automatically shutting off the inflow of oil when the water drops to a predetermined low level, thus making it impossible for the oil to follow the water into the water discharge conduit and to waste.

In adapting such a hydraulic system to marine use whether for handling oil in bulk on a tanker or "for delivering bunker oil to the tires or engines of a ship, I have made provision for the operation of a plurality of tanks each provided with its own service head on which are mounted the automatic control elements discussed above, each tank independent of the others yet all so interconnected as to make for utmost flexibility and ease of control. The oil is fed to and from the several service heads through a specially designed oil manifold permitting simultaneous filling and discharging of selected tanks, and the water is directed to any desired tank or tanks by means of a specially designed water control manifold comprising a battery of water-control valves, both the oil and water manifolds being centrally located and under the control of an operator. These manifolds are also designed to permit of ready trans'ter of either oil or water from one tank to any other, or overboard, without interference with normal delivery from other tanks.

The service heads are designed to permit of oil clearing when it becomes necessary to empty a tank preparatory to cleaning 0r,the

introduction of a ditterent oil. During this operation the residual oil normally remaining at the top of the tank when the discharge of oil is automatically arrest-ed to prevent discharge of water is removed and directed to some other tank. Likewise the tanks may be selectively cleared of water by throwing the water pump into connection with the water manifold and manipulating the proper watercontrol valve to reverse .the normal flow through the water conduits.

One of the chief virtues of my system resides in the means for automatically shutting oii' the discharge of oil when the Water reaches a high level dangerously close to the oil discharge conduit, thus mak ng any discharge of water with the oil absolutely impossible. ()n a rolling and pitching ship this water line varies with the position of the ship and in the also of the wide, comparatively shallow inner bottom tanks used for bunker fuel, may vary considerably so that if the service head were placed at the top of such a'tank the motion of the ship would seriously interfere with the steady discharge of oil. I have therefore transformed these shallow tanks into deep tanks by fitting a tube which I call an instead tube, to the top of each inner bottom tank and extending it upward, preferably through the wing tanks, to the top of those tanks and providing each instead tube with a service head.

WVhen not in service the water intake and discharge conduit is'connected with an open overflow or waste line leading overboard so that any expansion of the liquid in the tank simply spills a little water into the sea. Ir. order to compensate for any contraction I have provided a bleeder or make-up line which constantly supplies water to the water intake and discharge conduits and keeps the tanks always full. Thus there is never any free liquid surface, which prevents surging and makes for stability. When there is oil in the tanks free surface means vaporization and the filling of the space above the oil with explosive vapors. By keeping the tanks always completely filled the danger of explosion of such vapors is entirely eliminated.

These and other improvements will be discussed in greater detail in the following description of a typical embodiment of my s vstern shown in the tlCCOlllpilllYlTlg drawmgs. In these drawings Figure l is a transverse vertical section through the bunker tanks of a ship equipped with the hydraulic system of the present invention, showing'diagrammaticallv the relation among the various parts of the system; Figure 2 is a diagrammatic plan view of the parts shown in Figure 1 omitting, however, the tanks themselves; Figure 3 is a vertical section through a service head taken along line 33 of Figure 4; Figure 4 is a plan view of a service head; Figure 5 is a side elevation of one section of the oil control manifold; Figure 6 is a transverse section of the manifold taken along line 6-6 of Figure 5; Figure 7 is a perspective view of the water control manifoldwith its battery of water control valves; Figure 8 is a vertical longitudinal section through one of the water control valves taken along line 88 of Figure 7, and Figure 9 is a diagrammatic perspective of the water control manifold and its associated piping.

I shall first describe the installation generally with reference to Figure 1. The ship il-' lustrated is equipped with eight bunker fuel tanks-four Wing tanks, numbered 1, 2,7 and 8, two inner bottom tanks 3 and 4. and one forward and one after tank not illustrated. The inner bottom tank 3, a wide shallow tank, is provided with a vertical instead tube 5 extending upward through tank 1. constituting, in effect, a continuation of tank 3 and converting that tank into one having an effective depth even greater than that of the tanks 1 and 2. Inner bottom tank 4 is similarly provided with an instead tube 6 extending upward through tank 8.

Oil for the tanks enters the ship through a fueling line 9 having branches extending to either side of the ship and thence through the oil control manifold 10, whence it is directed to any given tank. through that tanks conduit 11 and service head 12. Oil is also discharged from each tank through its service head and oil conduit to the oil control manifold, and thence to a service tank 13, whence it passes through a service riser 14 to a pump 15 and thence to the fires, or where Diesel engines are employed, directly to the engines themselves.

lVater for the tanks is pumped directly from the sea by means of a pump 16, thence to a main water supply line 17, and thence to the water control manifold 18, whence it isdirected to any desired tank through the water conduit 19 and water leg 21 of that tank. The operating head under which the water acts to move the oil is determined by a service riser 22 extending upward from the manifold 18, the flow being observable througha sight glass 25, and discharging wateroverboard through overflow or waste line 23. Vhen a greater head is desired, as for water or oil clearing or transfer, the water is run through a special riser 24 and parallel sight glass 29 and thence overboard through the overflow line 23.

The oil control and water control manifolds are centrally located on the tank top deck and so arranged as to be readily accessible to the operator who, by manipulating the proper valves, can swiftly and surely control and direct the flow of oil and. water through the system.

The foregoing is a brief description of the general layout of the system which I shall now describe in greater detail, beginning first with the service head and its associated automatic control elements.

The service head is illustrated in detail in Figures 3 and 4 and consists generally in a trunk 26 mounted upon the top of each tank and from which extends a fill conduit 27 and a delivery conduit 28 both leading into the common oil conduit 11. Thewater leg 21 is mounted upon the trunk 26 and extends downward to a point within a few inches of the bottom of the tank, terminating in a flaring mouth 31. Connection bet-ween the fill conduit and the tank is controlled by means of a check valve 32 to which is pivotally connected a rod 33 extending downward along the side of the water leg 21 and pivotally connected at its lower end to the stem 34 of a float 35 which stem is in turn pivotally mounted near the lower end of the water leg. The float 35 is designed to float in water, but sink in oil so that when the water line is at or below the float it falls, moving the rod 33 downward and seating the valve 32. Discharge of oil from the tank is controlled by means of a swinging valve 36 mounted upon a bell-crank 37 pivoted upon the walls of a valve housing 38. The lower leg of this bell-crank extends downward and contacts with an arm 39 mounted on the pivoted end of the stem 41 of a float 42, said stem being pivotally mounted upon the trunk 26 and carried by and forming a part of the service head. The float 42, like float 35 is designed to float in water, but sink in oil so that when the water line reaches it, it rises swinging the arm 39 to the left and seating the valve 36. It will be noted that both valves 32 and 36 are, when open, out of the path of flow of the liquid and are moved into the path of flow during closing. The liquid itself therefore acts to seat these valves quickly and positively.

The fill conduit 27 is provided with a spring actuated check valve 43 preventing outflow of liquid, the delivery conduit is provided with gravity actuated check valve 44 which prevents inflow of liquid, and the conduit 11 is provided between the fill and delivery branches with a check valve 45 which permits of ready outflow of oil when the tank is in service but etlectively shuts off any inflow of oil through the delivery side of the head during filling. Mounted above valves 32 and 44 are manually controlled threaded rods 46 and 47, respectively, by means of which the valves can be positively held in closed position. This becomes desirable during oil clearing as will be described later. Each service head is also provided with a legal vent pipe 48 which enters the top of the trunk 26 and extends upward to a point .mosphere.

above decks and is always open to the at- This pipe is provided with a manually controlled valve 49 which is used in oil clearing as will be described in detail later.

In addition to the various elements described above each service head is provided with a manhole 50 and a steam coil 51 which depends from the head and lies within the upper portion of the oil in the tank thus ensuring fluidity during cold weather.

I shall next describe the oil manifold with particular reference to Figures 5 and 6. The oil manifold illustrated in these figures is designed to be used in connection with four tanks and in order to take care of eight tanks, as in the present installation, I have illustrated in Figure la battery of two of these manifolds constituting in effect a single instrumentality. The manifold comprises a housing 52 divided into upper and lower sections by means of a horizontal partition 53 the upper section being again divided into two parallel passageways 54: and 55 by a longitudinal partition 56 and the lower section to a series of independent D-shaped compartments 57 bytransvcrse partitions 58. Each compartment 57 is in communication with passageway 54 and passageway 55 through ports 59 and 60, respectively, these ports being opened and closed by means of manually controlled valves 61 and 62 respectively. Each compartment 57 is also in communication with a tank through the oil conduit 11 of that tank. The passageway 5-1 communicates at its right hand. end, as viewed in Figure 1, with the fueling line 9and terminates at the left hand end of the manifold. The passageway 55, on the contrary, terminates at the right hand end of the manifold and at the left hand end communicates directly with service tank 13. The oil manifold is also provided with a central passageway 63 to which is'connectcd a steam pipe Glwhich like the steam coils 51 assists in maintaining the oil in fluid condition during cold weather.

I shall now describe the water control manifold with particular reference to Figures 1,

2, 7, 8 and 9. This manifold comprises a battery of water control valves 66,- one for each tank, separated by spacers 70. One of these valves is sh'own'in detail in Figure 8 and comprises a housing 67 divided by transverse partitions 68 and 69 into threechambers 71, 72 and 73. A single valve stem 74-is posi- 't'ioncd axially of the housing and carries two valves 75 and 76 for which seats are formed on the partitions 68 and 69 respectively. The

position of these valves is controlled by means of a lever 77, pivotally mounted on the forward end of the housing 67, provided with a pawl 78 designed to be inserted within notches in a forwardly extending arcuate arm 79. \Vhen the lever 77 is in vertical position the valve 76 is seated and the valve 7 5 open and of a valve 85.

each water control valve is connected directly to the. water -conduit 19 of one of the tanks; the forward compartment 73 15 connected directly with the main water supply line 17 through a feed line 80 controlled by valve 82 and a branch controlled by a valve 81; and the rear compartment71 is connected to the service riser 22 and the overflow line 23 through a discharge line 83 having a branch controlled by means of a valve 84. Direct connection between the feed line 80 and the service riser 22 is controlled by means In order to keep the tanks always filled with liquid when not in service I have provided a bleeder or make-up line- 86 connecting the main water line 17 with the rear chamber 71 of each water control valve through a water- ,clearing line 88. This bleeder line is provided with two control valves 87 and 89 and a sight-glass 91. water control valve and the water-clearing line is controlled by means of a manually operated valve 92.

As in all ships, water is constantly supplied to the main water line 17 by means of a pump 16. In my system, however, I have interposed between the suction side of the pump and the sea a three-way water control valve 93 which is of substantially the same construction as the water control valve illustrated in Figure 8 and'which is controlled by means of a lever 94 mounted upon a pedestal 95 adjacent the water manifold. The middle chamber of this valve is connected to the suction side of the pump; the lower cham-' her to the sea; and the upper chamber to the water-clearing line 88. When valve 92-3 1c in the position illustrated, water is being drawn from the sea and pumped through the main water supply line 17. When, however, the

lever 94: is swung to change the setting of valve 93 the pump draws from the waterclearing line and hence by proper manipulation of the various valves may be made to clear the water from any given tank as will be explained in greater detail later.

I shall now describe the operation of this system discussing the following operations in order: water filling, fueling, delivery. transfer, discharge of fuel over side, oil clearing of service heads and water clearing of'tanks. As all of the tanks function alike I shall describe all of these operations in connection with tank 1 where the operation involves one tank only, and in case of transfer shall consider tanks 1 and 8. "It is clear that Connection between each tank 1 being open and the pump 16 drawing water from the sea, valves 81, 82 and 85 are opened, and lever 77 pulled forward to openvalve 76 and close valve 75. Water from the main water supply line 17 thus passes through the water control valve of tank 1, through water conduit 19, down water leg 21- and intorthe tank. Gauges may be provided to, indicate to the operator when the tank has been filled with water, but in anyevent the valve 36 will be automatically closed when the water reaches float 42, the valve 43 will prevent outflow through the fill conduit, and water will therefore rise in the legal vent pipe 48 as high as the overflow line 23. When the tank has been filled with water the operator returns the lever 77 to vertical position thus cutting off the supply of water to the tank and opening the tank to the sea. The

tank is now ready for fueling.

Fueling.All valves 62 in the oil control manifold are closed and all valves 61, with the exception of that valve which controls the flow of oil to tank 1] Oil is introduced through fuel line 9 from a tanker, or other suitable source, and flows through passageway 54 of the oil manifold, through port 59 into compartment 57 and through oil conduit 11 to the service head of tank number 1.

The oil cannot gflow'by valve 45 so enters fill conduit 27, past check valve 43 and into the tank, valve-32 being then in raised position due to the fact that the water line is above the float 35. The oil head is suiflcient to displace the water in the tank forcing it out through water leg 21, water conduit 19, through water control valve of the manifold, through the service riser to the overflow line and into the sea. When the water line reaches float 35 this float moves downward moving the valve 32 into the path of flow of the oil which quickly seats it, shutting off further inflow. The tank is then ready for normal delivery service.

DeZioery.-Valves 61 are now closed and the appropriate valve 62 opened, thus making possible a reverse flow of oil through the manifold. Lever 77 is again pulled forward to place the tank under pressure of the service riser 22 and this pressure forcing water in through the water leg forces oil out of the service head through delivery conduit 28, past check valves 44 and 45, through conduit 11 into compartment 57, through port 60 into passageway 55 and thence into service tank 13. The oil service riser 14 which taps this tank enters it somewhat above its bottom so that water or other sediment is not drawn off but may be eliminated through a take-off pipe 95. The oil passes from the service riser through the booster pump'15 and thence to, the ,fires or directly to the Diesel engines where such engines areused.

When during delivery the water level reaches float 42 this float operates to close i11to communication valve 36 as already explained thus shutting off the outflow of oil and making necessary refueling of the tank.

Transfer.-To transfer oil from tank 1 totank 8 valves 61 in the oil control manifold governing the fiow of oil to and from the tanks in question are open, tank I placed under water pressure, and the water conduit of tank 8 opened to the overflow line 23. The oil in tank 1 thus passes through the service head, through conduit 11, through the oil manifold passing through the passageway 54 and into the service head of tank 8, the water in tank 8 being forced out through the water leg, water conduit, the water control manifold, the service riser 22 and the overflow line 23 into the sea.

Discharge of fuel o'rersz'da-When oil is to be removed from the ship as by transfer to another vessel, the valves are set as for delivery except that appropriate valve 62 is closed and valve 61 opened, the oil thus passing out through the fueling side of the manifold and to the fueling line 9. An oil pump, not illustrated may be employed, or theriscr 24 can be placed in service by closing valve 85. The additional water head thus obtained is suflicient to move the oil out through the fueling line.

Oil clearing of service beads.When a tank is to be .cleaned or the grade of oil contained init changed it is necessary to clear the tank of the small quantity of oil normally remaining in the service head when delivery is shut off due to rise of the water 4 during normal service. A hose is connected to the legal vent pipe below valve 49 and connected to the legal vent pipe of an adjoining tank, both valves 49 being open. Check valve 44 is then clamped into closed position by screwing down rod 47 and valve 32 similarly closed by screwing down rod 46. lVatcr pressure is then supplied. This forces all the oil inthe service head out through the legal vent and into the adjoining tank whither it may be followed by water, but this water simply bores through the oil in the receiving tank and does no damage. After clearing there still remains a small quantity of oil in the fill and delivery conduits 27 and 28 but by designing the service head properly this quantity of residual oil can be made so small as to be negligible. The oil-emptied tank is now ready for water clearing.

W'ater cZearing.-Lever. 94 is thrown to to the water-clearing line 88, and lever 77 is placed in vertical position throwing the tank of the water control valve.v Valve 89 and appropriate valve 84 are closed and valves 82 and 85 and appropriate valve 92 opened. The pump thus draws water from the tank through the water controlwalve and forces it overboard. If'it is desired to transfer with the rear chamber 71 this water to another tank instead of forcing.

it overboard, this can be accomplished by closing valve 85, opening the valve 81 corresponding to the desired receiving tank, and pulling the lever 7 7 for that tank forward.

I shall now describe how this system operates always to keep the tanks filled with liquid under normal service conditions. In the event of expansion of the liquid in a full tank, water is simply forced out through the water leg, through the water control manifold and overboard. For this purpose the standard position for all water control valves when the tank is not in service is the one in which the levers 77 are vertical and the valves 84; open. If, on the other hand, the liquid within a full tank contracts a space will form at the top of the service head and interfere with immediate flow upon resumption of service. Moreover if there is oil in the tank the free space immediately fills with explosive vapors. The bleeder pipe 86 prevents this. Valves 87, 89 and 92 are left slightly open so that a trickle of water will be observed in the sight-glass 91. There is thus always a slight flow of water through the rear chamber of the water control valves immediately compensating for any contraction of liquid in a tank and keeping all tanks not in actual service full. 6

-The system of the present invention permits of immediate and positive control of all fuel insuring an even flow to the booster pump or Diesel engine and makes possible ready transfer of oil and water to and from all parts of the system. In fueling the inflowing oil is cut off when the tank is full, thus avoiding harbor pollution. The tank being always filled with liquid, there is little formation of deposits on the walls, so that tank cleaning is infrequently necessary. Moreover those deposits which do form are soft and easily removed and this, together with the fact that no gases can form, robs tank cleaning of its horrors. But when tank cleaning does become necessary, the residual oil normally remaining in the service head can be easily transferred to another tank and the tank then emptied of its water. EX- pansion and contraction of the liquid in the tanks is automatically" taken care of and the tanks being always filled with liquid,there are no free oil surfaces with their-supernatant explosive vapors, surging is impossible and stability unimpaired. The foregoing are among the advantages which this system possesses.

The system has been illustrated in connection with the storage, delivery and transfer of bunker fuel. The same principles are. of course, applicable to the handling of oil on tankers and the advantages of flexibility, ease of control, ready transfer, absence of free liquid surface, unimpaired stability and simplification of tank cleaning inhere with equal force in this system adapted for tanker use.

der pressure, an overflow line, a. water control valve by means of which the tank, through its water conduit, can be thrown into communication with either the water supply line or the overflow line, and means for supplying water to the tank when the communication is with the overfiow line to compensate for any contraction of the liquid in the tank.

2. In a hydraulic oil storage and delivery system the combination of a tank, a water conduit communicating with the tank at or near its bottom, a water line supplying water under pressure, an overflow line, a water control valve housing having a central compartment in communication with the tank through the water conduit, a forward compartment in communication with the water line, and a rear compartment in communication with the overflow line, a double valve in the housing designed to place the tank into communication with either the water supply line or the overflow line, and a bleeder line permitting a slow flow of water from the water supply line to the rear compartment of the water control valve housing when communication between the tank and the water supply line is closed thus insuring that the tank be always filled with liquid.

3. In a hydraulic oil storage and delivery system the combination of a. tank, a water con duit communicating with the tank at or near its bottom, a water supply line, a water clearing line, a water control valve by means of which the tank can be thrown into communication with either the water supply line or the. water clearing line, a pump for forcing water to the water supply line from a source of supply, and means for throwing the suction side of the pump into communication with the water clearing line, whereby the tank may be either filled or emptied of water.

4. In a hydraulic oil storage and delivery system the combination of a tank, a water conduit communicating with the tank at or near its bottom, a water supply line, a water-clearing line, a water control valve housing having a central compartment in communication with the tank through the water conduit, 2. forward compartment in communication with the water line and a rear compartment in communication with the water clearing line, a double valve in the housing designed to place the tank into communication with either the water supply line or the water clearing line, a pump, a connection between the discharge side of the pump and the central compartment of the water control valve, a connection between the suction side of the pump and a source of water supply, and a valve for throwing the suction side of the pump into iii communication with the water clearing line, whereby the tank may be either filled or emptied of water.

5. In a hydraulic oil storage and delivery system the combination of a tank, an oil discharge conduit near the top of the tank, means for forcing water into the tank to force the oil out, a valve in the discharge conduit, means for automatically closing the valve when the water level has reached a predetermined point, thereby preventing discharge of water through the discharge conduit, and a vent pipe in the top of the tank whereby continued inflow of water clears the tank of all oil.

6. A service head for a tank forming part of a hylraulic oil storage and delivery system comprising the combination of a trunk, fueling and discharge conduits communicating therewith, a water leg supported upon and depending therefrom, 'a valve in the fueling conduit, a float mounted upon the lower end of the water leg for controlling the operation of said fueling conduit valve, a valve in the discharge conduit, and a float carried by the housing for controlling the operation of said discharge conduit valve.

7. In a ship the combination of a plurality of symmetrically disposed tanks designed to be filled with oil and Water during use, oil fueling and discharge conduits entering each tank at or near its top, a water intake and discharge conduit entering the tank at or near its bottom, valves in said oil conduits, means for delivering oil to the tank through the fueling conduit, means for forcing oil out through the discharge' conduit by forcing water in through the water conduit means for automatically closing the fueling valve when during fueling the water level reaches a predetermined low point, means for automatically closing the discharge valve when during service the water level reaches a predetermined high point, and centrally disposed means for controlling the flow of oil and water.

8. A hydraulic oil storage and delivery system for ships comprising the combination of a plurality of symmetrically disposed tanks, acommon fueling line, a control oil manifold to which the fueling line leads, connections between the oil control manifold and each of the tanks, valves in the oil manifold for controlling the flow of oil between the tanks and the manifold, a service tank connected to the manifold, a common water supply line, a water control manifold to which the water supply line leads, connections between the water control manifold and each of the tanks, whereby water may be directed to any given tank to force oil therefrom and to the service tan 9. In a ship the combination of a shallow tank, a comparatively narrow tube entering the top of said tank and extending upward thereby converting the shallow tank into a deep tank, an oil discharge conduit communicating with the tube at or near its upper end, a valve in the oil conduit, means for forcing oil out through the oil conduit by means of water forced in at or near the bottom of the tank, and means for automatically closing the valve when the water in the tube reaches a predetermined level.

10. In a ship the combination of a shallow inner bottom tank, a comparatively narrow tube entering the top of said inner bottom tank and extending upward thereby converting the shallow tank into a'deep tank, an oil discharge conduit entering the top of the tube, a water leg entering the top of the tube and extending downward to-a point closely adjacent the bottom of the tank, means for forcing water in through the water leg to force oil out through the oil conduit, a valve in the oil conduit, afloat mounted adjacent the valve designed to float in water and sink in oil, and connections between the float and the valve such that when the water level reaches the float the valve is closed, the height of the tube being such that water cannot come into contact with the float due to rolling or pitching of the ship until the tank and tube have been substantially emptied of oil.

11. In a ship the combination of a shallow inner bottom tank, a deep tank, comparatively narrow instead tube extending upward from the top of the inner bottom tank and through the deep tank, a water leg entering the top of the instead tube and extending to a point closely adjacent the bottom of the inner bottom tank, a water leg entering the top of the deep tank and extending to a point closely adjacent the bottom of that tank, oil conduits entering the tops of both the instead tube and the deep tank, means-for forcing water in through the water legs to force oil out through the oil conduits and float actuated valves in the oil conduits designed to close automatically when the water level reaches a predetermined height, the depths of the instead tube and deep tank being such that water cannot reach the valve floats due to rolling or pitching of the ship until the instead tube and deep tank are substantially emptied of oil.

12. In a hydraulic oil storage and delivery system the combination of a tank, a water conduit communicating with the tank at or near its bottom, a water overflow line, a water clearing line, a pump, a line connecting the pump with a source of water supply, and means for placing the pump either in communication with the water conduit and the source of water supply so that water is pumped into the tank, or in communication with the water conduit, the overflow line and clearing line so that water is pumped out of the tank.

In testimony whereof I affix my signature.

WILLIAM J. PETER. 

